Spring suspension for vehicles



E. E. WEAVER. SPRING SUSPENSION FOR VEHICLES. APPLICATION FILE D JULY 18, I919- RENEWED SEPT. 13, 192i. 1,401,841.

Patented De Q27, 1921.-

GSHEETS-SHEET z.

Wane

E. E. WEAVER.

SPRING SUSPENSION FOR VEHICLES. APPLICATION FILED lULY Is, 1919. RENEWED SEPT. 13, 1921.

1,401, 41 Patented Dec. 27, 1921.

6 $HEETS-SHEET 2- E. E. WEAVERQ SPRING SUSPENSION FOR VEHICLES. APPLICATION FILED JULY 18.19l9- RENEWED SEPT. 13, 1921.

I Patented 1180.27, 1921.

E. E. WEAVER.

SPRING SUSPENSION FOR VEHICLES. APPLICATION FILED Jim/1s, 1919. RENEWED SEPT. 13, 1921.

Patented D ec.27',1921.

u-uomtc z 6 SHEETS-SHEET 4.'

Gnome/q E. EfWEAVER.

SPRING SUSPENSION FOR VEHICLES. APPLlCATlON FILED JULY 18,1919. RENEWED SEPT. I3, 1921.

Patented Dec. 27, 1921 6 SHEETS-SHEET 5.

E..E. WEAVER.

- SPRING SUSPENSION FOR VEHICLES. APPLICATION man JULY 18, 1919. RENEWED SEPT. 13, 1921.

1,401,841, Patented Dec. 27, 1921. V I s SHEETS-SHEET s-..

are

BOISE, IDAHO, A CORPORATION OF. IDAHO.

SEEING SUSPENSIONFOR VEHICLES.

To all whom it may concern:

Be'it known that I, ELMUs E. WEAVER, a citizen of the United States, residing at Boise, in the county of Ada and State of Idaho, have invented new and useful 1m provements in Spring Suspensions for Vehicles, of which the following is a specification.

The present invention relates to spring suspensions for vehicles of various kinds, it being particularly adapted for use, however, as a spring suspension for automobiles.

T he primary object of the invention is to ing the riding qualities of the spring sus-' pension, and it also embodies means by which the'driver of the vehicle is informed of the amount of tension for which the springs are set.

To these and other ends, the invention 'consists in certain improvements and combinations and a 'rangements of parts all as vill be hereinfter more fully described, the features of novelty being pointed out particularly in the claims at the end of the specification.

1n the drawings Figure 1 is a top plan view of the chassis of an automobile or motor vehicle equipped with a spring suspension constructed in ac-' cordance with the present invention, the load weighing means being omitted. I

Fig. 2 is a side elevation of the chassis as shown in Fig. 1.

Fig. represents a vertical section taken longitudinally through the chassis as shown in Figs. 1 and 2. V

Fig. 4r represents a transverse section of the chassis on the line il: of Fig; 1.

F 5 is a detailed view of the indicator which informs the driver of the amount of tension for which the springs are set.

Fig. 6 a detail sectional view showing Specification of Letters Patent. Patggted D90, 27, 1921. Application filed J'uly 18, 1919, Serial No. 311,759. I

Renewed September 13, 1921. Serial No. 500,437

the operative connection between one of the spring tensioned rock shafts and one of the arms which transmits the spring tension of such shaft to the respective wheel.

Fig. 7 is a detail view showing in eleva" tion and as viewed from-the rear the 'mech anism for regulating the tension of the springsby power derived from the motor which Propels the vehicle. a

Fig. 8 is a side'elevation of the mechanism as viewed from the left in Fig. 7. Fig. 9 is a top' plan view of the spring regulating mechanism as shown in Figs.'7 and 8.

Fig. 10 represents 10-1() of Fig. 7

Fig. 11 is a top'plan viewv of a vehicle having a spring suspension constructed in accordance with the present invention and embodying a device for weighing the load on the vehicle and also means operative manually by the driver for regulating the ptrelngth of the springs according to the oac. I Fig. 12 is a side elevation of the vehicle" as shown in Fig. 11. i

Fig. 13 represents a section on the line 18-43 of Fig. 12 and looking in the direotion of the arrows. Y Similar parts are designated by the same reference characters inthe several views.

Spring suspensions constructed in accordance with the present invention are applicable generallyto vehicles of all kinds and it should be understood that in some instances some of the features ofthe invention might be omitted and-yet the principal ad vantages of the invention, will be obtained. The invention, however, is especially. adapted. to fulfil the requirements of spring suspensions for automobiles and other motor vehicles, the invention presenting many advantages and overcoming many 'defects'as' a section on the line compared with automobile'spring suspensions as heretofore used. The preferred 7 embodiment of the invention is shown in the accompanying drawings and'will be hereinafter described in detail. It is to be understood, however,.that the invention is not, restricted to the precise construction shown.

as equivalent constructions are contemplated and will be included within the scope of the claims. I

In the construction shown, 1 designates the main frame or chassis of an automobile or motor vehicle. This frame may be of any suitable construction, it having a generally rectangular form as shown. 2-2 and 3-3 represent, respectively, pairs of front and rear wheels, the rear wheels which are utilized in an automobile for propulsion being connected to shafts driven from a differential a which may be similar to that used at present for the same purpose. Power is transmitted from an engine, which is not shown but is located in the forward part of the frame, to the differential by a propeller shaft 5, the forward end of this propeller shaft being connected in the usual or any suitable way to the flywheel 6 of the engine. The housings 7 and 8 for the pairs of front and rear wheels extend transversely beneath the forward and rear portions of the frame and these axle housings may be guided relatively to the frame to prevent lateral displacement of the wheels with respect to the frame by pairs of standards 9 and 10. The front and rear axle housings 7 and 8 are also connected by longitudinal rods 11 and 12 which serve to maintain the front and rear axle housings in parallelism, it being understood that each end of each axle housing is capable of moving independently in a direction toward and from the frame to conform with irregularities in the surface over which the vehicle travels.

The spring suspension according to the present invention comprises a pair of rock shafts 13 and 14 which are journaled in the sides of the frame, the ends of these shafts projecting outwardly from the opposite sides of the frame and are there provided with radially projecting pins or projections 15 and 16, respectively. Pairs of arms or bars 17 and 18 connect the rock shafts 13 and 14 to the respective front and rear axle housings. These bars, as shown in Fig. 6, are each provided with a cylindrical head 19 which fits over the respective end of the corresponding rock shaft, the head being formed with a segmental slot 20 to receive the corresponding pin or projection 15 or 16, as the case may be. Clevises 21 and 22 fixed to the front and rear axle housings respectively, serve to connect the rods 17 and 18 thereto, these rods being preferably connected pivotally to the clevises as shown.

By this arrangement it will be understood that relative vertical movements between the portion of the frame are'placed between a pair of draw bars 25 and 26, the opposite ones of the springs abutting against these respective bars. The draw bars are suitably guided to move longitudinally in the frame they being shown in Fig. 4: as having reduced ends 27 which fit and slide in-longitudinal slots 28 formed in the opposite side members of the frame. A suitable number of draw rods 29 and 30 extend through the draw bars 25 and 26, the draw rods preferably extending longitudinally through the coil springs, thus serving as guides and supports for the springs. ()ne end of each draw rod is provided with a fixed head 31 and the opposite end of each draw rod is provided with av longitudinally adjustable head 32, the adjustable heads being connected to the respective draw rods in any suitable way, as for example, by threading them on the respective draw rods. The draw rods lit loosely in both draw bars in order that they may move longitudinally therein. As shown the fixed heads 31 of the draw rods 29 are connected by cables 33 to the front rock shaft 13, these cables being partially wound upon the rock shaft. The fixed heads. of the draw rods 30 are connected by cables 34 to a revoluble spring tensioning shaft 35, the latter preferably ex-- tending transversely of the main frame and being revoluble therein, the cables at being partially wound upon this spring tensioning shaft. In practice, the shaft 35 is. rotated the proper direction by a crank applied to the angular end 36 of the shaft, to wind the cables 34 to the proper extent upon this shaft 35. The shaft 35 could be held in any set position of adjustment by a ratchet wheel 37 fixed thereon, and a dog or pawl 38 arranged to engage the teeth of the ratchet wheel. The winding of the cables 34: on the shaft 35 draws the draw rods 30 rearwardly, the heads 32 on the forward ends of these draw rods being thus caused to abut against the draw bar 25 to move the draw bar rearwardly or toward the rear draw bar 26, such movements of the draw bar 25 causing more or less compression of the springs 23 which are interposed between the two draw bars and the action of these springs is to force the rear draw bar 26 rearwardly. The force acting rearwardly upon the draw bar 26 is transmitted to the draw rods 29 and the rearward force thus applied to the draw rods 29 is transmitted, through the cables 33, to the rock shaft 13, in consequence of which the shaft 13 receives a force which tends to rotate the arms 17 in a direction to lift the front of the frame. This force, however, is a yielding one and hence relative vertical movements may occur between the wheels and the frame to compensate for irregularities in the surface over which the vehicle travels.

Suitable means is provided for indicating to the driver of the vehicle the amount of tension for which the springs are set. As shown, such means comprises a rod 39 connected at its rear end to the front draw bar 25, this rod being guided to shift longitudinally of the frame 'in accordance with variations in the position of the draw bar 25 due to the different adjustments that may be given the'shaft 35. This bar carries a cam 40 which in the present instance is in the form of a wedge, the inclined face of this cam cooperating with the lower end'of a rack 41 which is suitably guided to recip rocate vertically, the teeth of the rack meshing with a pinion 42, the pinion being fixed to a shaft 43 which carries a pointer or indicator 44. A suitable graduated dial 45' is mounted on an appropriate support 46 connected to the main frame and it cotip erates with the pointer 44 to indicate the different tensions applied to the springs 23 by adjustments of the spring tensioning shaft 35. A turn buckle 47 or equivalent device is provided for adjusting the length of the rod 39 in order that the pointer 44 may read correctly on the dial in accordance with the different adjustments 1 for which. the springs are set.

The spring suspension for the rear portion of the frame is generally similar to that described for the front portion of the frame. It comprises a suitable number of springs 123 which are preferably of the coil type and are interposed between front and rear draw bars 125 and 126, these draw bars being guidedto shift longitudinally in the frame. Also draw rods 129 and 130 extend through the draw bars, the fixed heads 131 of the draw; bars 129 being connected by cables 133 to the shaft 14which coiiperates with the rods or bars 18 and the fixed heads 13]. of the draw rods 130 are connected by cables 134 to a shaft 135 which e):- tends transversely to the frame and is journalecl therein. The draw rods 129 and 130' in this'instance also are provided with ad justable heads 132. The spring tensioning' shaft 135 for the rear portion of the frame is preferably provided with means for ad justing it to increase or decrease the tension of the springs for the rear portion of the frame to conform with the different loads carried by the vehicle by hand power or by power derived from a motor which propels the vehicle. As shown, the power adjusting means for the spring tensioning shaft 135 comprises a'worm wheel 47 fixed on the shaft 135, a worm 48 fixed on a shaft 49 which extends to the forward portion of the frame, gearing 50 which connects the shaft 49 to a shaft 51 journaled in a bracket 52 and a supplemental shaft 53 which is-connected to the shaft 51 by a universal joint 54 and embodies means for is mounted at one side of or adjacent to the fiy-wheel 6 ofthe motor, this friction wheelbeing connected to the motor fiy-wheel in any suitable way, as for example, through the intermediate friction wheel 56. The shaft 53 has a friction wheel-57 splined there-on,

this friction wheel being connected to theshaft 53, but capable of shifting longitudinally thereon. The shaftv53 is provided I with a handle 58 by whichit may be swung.

to and from a position to bring the friction V wheel 5'2 on this shaft into frictional engagement with the friction wheel 55, a locking sector 59 being provided to retain the shaft 53 in nosition'where the friction wheel 57 is engaged and disengaged respectively with respect to the friction wheel 55. Means is also provided for shifting the friction wheel '57 relatively to the face of the friction wheel 55. The means shown for this purpose consists in the presentinstance of a lever '60 which is pivotal at '61, one end ofthe lever having afork62 which cooperates with the friction wheel 57 and the opposite end of the lever is provided with a handle 63 and also with a sector 64 for retaining the lever in, different set posit-ions. With this arrangement, the friction wheel 57 may either occupy, a position at the center of the friction wheel 55 in which case no rotary movementwould be transmitted to the shaft 49 or'the friction wheel 57 may be shifted to any desired extent to either side of the center of the friction wheel 55. thereby causing motion to be'imparted at any desired speed to' the shaft 49 and in either direction to wind or unwind the shaft 135, thus increasing or reducing the tension of thesprings for the rear portion-of the frame, aslcircumstances' may require. The handles 58 and 63 which j,

control the operation of the 'powerispring regulating means may be located within convenient reach of the driver of" the vehicle and the indicator 44' may also be located ad acent to the drivers position on the vehicle. If desired, a power'mechanis n for regulating the tension of fthe springs for the front of the frame may be provided similarto thatdescribed for regulating-the tension of the. springs which suspend':the

rear portion of the frame and also'a' spring tension indicator sim lar to that provided for the front spr ng suspension may also be provided for th rear spring suspension.

lVleans is provided for absorbing shocks between the wheels and the frame. As shown,

the shaft 14is provided withradially projecting pins 65 arranged to engage fixed stops 66 secured'within the side members of the frame when thewheels reach a prehereinbefore described and which receives its power from the engine to regulate the tension of the springs, means such as that shown in Figs. 11 and 12 may be used by which the driver of the vehicle may from his position on the seat of the vehicle adjust or regulate the tension of the springs. In such cases the rear spring tensioning shaft 135 which corresponds to the shaft 135 in the previously described construction is provided with a worm wheel 6'7, a shaft 68 extending longitudinally of the frame of the vehicle, it being journaled in suitable bearings thereon, this shaft having a worm 69 on its rear end which meshes with the worm wheel 67 and the forward end of this shaft 68 is provided with a worm wheel or gear 70 which meshes with a worm 71, the latter being fixed on the lower end of a vertical shaft 72 which is journaled in suitable flanges 73 so that the hand wheel 74 on the upper end of the shaft 72 will be located within convenient reach of the driver of the vehicle while occupying his usual position onthe seat. This construction enables the tension or strength of the springs for the rear or load carrying portion of the vehicle to be manually adjusted with facility by the driver, rotation of the hand wheel 74 in the appropriate direction causing rotation of the spring adjusting shaft 135 to either increase or reduce the tension or strength of the springs to conform with the load on the vehicle, the worms and cooperating worm wheels producing sufficient friction to retain the spring adjusting shaft 135 in any position into which it may be set.

Figs. 11, 12 and 13 illustrate means whereby the weight of the load contained by the vehicle may be determined, the said means not being illustrated in the other figures in order to prevent confusion and indicate that it may be omitted if desired but it is evident that said means may be applied thereto with equal facility. As shown, the rock shaft 14 has a crank or arm fixed thereto, this crank swinging in a forward or rearward direction according to whether the frame of the vehicle descends or rises relatively to the axles, it being understood that the frame of the vehicle will descend to different extents in conformity with the varying loads that may be imposed thereon, the descent of the vehicle frame or body being opposed by the springs. A rod 7 6 extends forwardly from the arm or crank 75 and the forward The individual,

end of this rod carries a wedge or cam 77 which is guided to reciprocate ina forward and rearward direction under the swinging influence of the arm or crank 7 5. This cam 77 cooperates with a pointer which is preferably provided with a suitable scale which will indicate directly the weight of the different loads applied to the vehicle, the indicator in the present instance comprising a needle 7 8 which is pivoted at 79 to the rear side of a dial 80, the needle having an extension 81 below its axis which is engaged by the beveled or inclined side of the wedge able spring 82. Therdial has suitable scales 83 to register with the end of the pointer. Preferably the neutral point be tween the scales is indicated by a zero mark, it corresponding to the normal elevation which the body of the vehicle should occupy. When the load is applied to the vehicle, the body thereof will, of course, de scend under the weight of the load, the amount of descent of the body of the vehicle being in accordance with the weight of the load. The amount of descent of the body and hence the weight of the load applied to the body will be indicated by the pointer 7 8 and the left hand scale with which it cooperates, and in order to bring the vehicle body up to the proper elevation, the hand wheel 74 is rotated to increase the tension on the springs, this increase in tension on the springs having the efiect of raising the elevation of the body and when the body has been elevated to the proper level, the pointer 7 8 will occupy the neutral or zero position on the. dial. When the load is removedfrom the vehicle, the body of the vehicle will rise above its normal height under the action of the springs which support the body. The pointer 7 8 will then move to the right and cooperate with the right hand scale, the extent of movement of the pointer in this direction depending on the weight of the load previously carried by the vehicle. The vehicle body may then be brought to its normal elevation by rotating the hand'wheel 7a in a direction to reduce the strength of the body supporting springs, and when the spring strength has been properly adjusted, the pointer 78 will register with the zero or neutral portion of the dial.

The weighing device just described and which indicates the amount of depression of the body or frame of the vehicle according to the weight of the load thereon is preferably used in conjunction with a device similar to that hereinbefore described for indicating the amount of tension applied to the springs which sustain the weight imposed upon the rear portion of the body. As shown in Figs. 11, 12 and 13, this spring tension indicator comprises a rod 84; which is attached at its rear end to the draw bar 125, this rod is guided to reciprocate longitudinally of the frame and theforward end of the rod carries a wedge-shaped cam 85 which serves to operate a suitable indicator. As shown, this wedge 85 operates upon a pointer 86 which is pivoted at the front of the body on a pivot 87 and cooperates with a suitable dial 88. By this arrangement when the strength of the springs supporting the rear portion of the vehicle body is increased by the spring adjusting shaft 135*, the draw bar 125 is pulled rearwardly, the rod 84 being also pulled to the rear causing the wedge or cam 85to act on the pointer, the pointer then indicating the amount of tension applied to the springs. It will be understood that when an increased weight is put on the body, the body descends from its normal height and it is returned to its proper height by operation of the'spring adjuster. The body of the vehicle will be maintained always in level position irrespective of the tension applied to the springs, but the height of the body is controlled by the tension of the springs which can be adjusted for loads of different weights. Of course,'the body will be restored to its proper height after a load has been removed therefrom by reducing thetension on the springs. In any case, the point 78 of the weighing device indicates whether the body of the vehicle is above or below its proper or normal height, it indicating that the body is at its proper height when the pointer 7 8 registers with the zero graduation on the dial 80, the conjoint use of the weighing device and the spring tension indicator facilitatingadjustment of the springs according to the weight of each load carried by the vehicle.

A vehicle spring suspension embodying the present invention avoids the use of flat or leaf springs and thereby eliminates or reduces to a minimum spring breakages which occur frequently upon vehicles using 4 flat and'leaf springs. It also enables the tension of the spring suspension to be regulated to conform with the weight of the load thereon, thus insuring easy or good ridingqualities, as compared with the ordinary vehicle spring suspension as heretofore used where the strength ofthe springs was constant with the result that thespr'ings former condition causing the springs to were usually underloadedor overloaded, the

work stiffly, and the latter condition being a frequent cause of breakage of the springs. This regulation of the spring tension, ac-

cording to the present invention may be efi'ected with facility and the'tension to which the springs are set will be indicated to the driver of the vehicle. Furthermore, the tension of the springs for each side of the vehicle maybe readily adjusted and in spring suspension of the present invention will be sufficient, it is believed, to enable solid tires to be used satisfactorilyon the wheels instead of pneumatic tires, and also a straight continuous propeller shaft may be used. The frame-work connecting the axles presents the advantag" that it securely maintains the axles in parallelism. 7

By securing the. rear axle housing to this frame-worlg the latter will sustain the rota tive tendency of this axle housing "dueto the driving or braking force applied to the rear wheels, and hence the necessity of using a torsion armor torsion tube forthe rear axle housing is avoided.

What I claim is V v hAspring suspension for vehicles comprising a rotatable shaft, bars rigidly'connected to said shaft and adapted to be connected to an axle ofa vehicle,;spring means,

and cables connected to said spring means and operating on said shaftito apply aturning force in one direction thereto.

2. A vehicle spring suspension comprisin a vehicle frame, apair of bars connected to said shaft to swing about the same in arcs, the free ends of said bars adapted to be connected to an axis, a pairof relatively. movabledraw bars, one of which is 0011- nected to said shaft, means for exerting a pull upon the other draw bar, and springs interposed between the draw bars. 3. A. veh cle spring suspension compr1sa rotatable shaft'adapted to be. mounted i113! vehicle frame, a pair of members connected tosa'id shaft to swing in arcs as said shaft rotates, thelfree ends of said members adapted to "beconnectedto an axle of'a vehicle, a pair of relatively movable draw bars, one of said drawbars being connected 'to said shaft, means for setting and holding the other draw bar at different distances interposed between the draw bars.

from the cooperating draw bar, ands'prings 4:. A vehicle spring suspension comprisdraw rods'movably connecting certain of. said draw bars to said member, and means forapplying and maintaininga pull'iip on other of said drawrods. I 5. A spring suspension for vehicles comprising a member rotatablein response to 95 inga rotatable shaft adaptedto be mounted movements between the frame and an axle of a vehicle, a pair of draw bars relatively ;movable in a direction toward and from one another, springs compressed between the draw bars, draw rods connecting one of said draw bars to said member, other draw rods connected to the other draw bar, and means connected to the latter draw rods for applyin a pull thereto. 7

7. K spring suspension for vehicles comprising a member movable in response to relative vertical movements between the frame and an axle of a vehicle, a pair of draw bars relatively movable toward and from one another, springs acting to relatively separate the draw bars, draw rods adjustably connected to one of the draw bars and operatively connected to said member, and other draw rods connected to the other draw bar and having means for applying a pull thereto. 0

8. A spring suspension for vehicles comprising a shaft rotatable in response to relativevertical movements between the frame and an axle of a vehicle, a pair of draw bars relatively movable toward and from one another, springs acting to relatively separate the draw bars, cables wound upon said shaft, draw rods connecting said cables with one of said draw bars, a spring-tensioning shaft having cables wound thereon, and draw rods connecting said latter cables with the other of said draw bars.

9. The combination of a vehicle frame and axle, a member on the frame movable in response to relative vertical movements between the frame and axle, a pair of draw bars having springs interposed between them, means connecting one of said draw bars to said member,- means for applying a pullto the other draw bar, and an indicator embodying a reciprocatory' bar connected to the latter draw bar, a cam on said reciprocatory bar, a pointer operative by the movements of said reciprocatory bar, and a graduated dial colo'perative with said pointer.

10. The combination of a vehicle frame andaxle, a member on the frame movable in response to relative vertical movements between the frame and'axle, means for applying a spring force to said member, and

means for regulating said spring force embodying a shaft rotatable to vary such force,

naonser and powermeans adapted to be operated from the driving motor of the vehicle for rotating said shaft, said power means including gearing adapted to occupy a neutral position and forward or reverse positions for varying the speed ratio with said shaft in either reverse or forward driving relation.

11. The combination of a" vehicle frame and axle, a member on the frame movable in response to relative vertical movements between the frame and axle, means for applying a spring force to said member, and means for regulating said spring force embodying a shaft rotatable to vary such force, a friction wheel adapted to be operated by the driving motor of the vehicle, a coep crating friction wheel adapted to be driven in either direction by the friction wheel first mentioned and operatively connected to said shaft, and devices for controlling said latter friction wheel.

12. The combination of a vehicle frame, axles, distance rods connecting the axles, a pair of shafts rotatably mounted in the frame and having spring means acting to turn said shafts in one direction, and pairs of bars connected to the respective shafts to swing in arcs about said shafts as centers, and clevises connecting the free ends of said bars in pairs to the respective axles.

13. A spring suspension for vehicles comprising a rotatable shaft carried by the vehicle frame, a member connected to said shaft and adapted to be connected to one of the axles of the vehicle, said member being adapted to swing in an arc and to rotate said shaft by a relative movement of the vehicle frame toward or from the axle, spring means to rotate said shaft in one direction and thus resiliently support the vehicle frame from the axle, and means for indicating the amount of depression of the vehicle frame and hence the weight of a load applied to the vehicle frame.

14. A spring suspension for vehicles comprising a rock shaft carried by the vehicle frame, a bar fixed to the rock shaft and operatively connected to an axle of the ,vesaid member being adapted to swing hicle, in-an arc and to rotate said shaft by relative iovements between the vehicle frame and axle, spring means operative to support the vehicle frame relatively to said axle, an arm or crank connectedto said rock shaft, a cam operative by swinging movement of said arm or crank, a pointer operative by said cam, and a dial coiiperative with said pointer to indicate the extent of depression of the vehicle and hence the weight of a load imposed thereon. V

15. A spring suspension for vehicles comprising independent sets of coil springs arranged longitudinally of the vehicle frame, means for communicating the relative movements of the vehicle frame toward or from the front axle to one set of said springs and mechanism for transmitting such movements with respect to the rear axle to the other set of said springs.

16. In a spring suspension for vehicles,-a set of coil springs arranged longitudinally of the vehicle frame, means for communicating to said springs the relative movements o1 the vehicle frame toward and from an axle of the vehicle, said means including a rotatable shaft, connections between said nected to said spring means and operating on said shaft to apply a turningforce in 15 one direction thereto. 7 In testimony whereof I have hereunto set my hand in presence of two subscribing witnesses. V 4

WEAVER.

Witnesses: V

SAMUEL L. TIPTON, JOHN B. Goon. 

